Hillsboro Aviation.
Join Date: Feb 2009
Location: IRELAND
Age: 45
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Hey Wardy,
How's things?Thanks for the offer of help,i'm sure i'll take you up on it from time to time while i work out how this system works
There seems to be a few of us in hillsboro too,maybe its in fashion or something
How are you finding florida?Is it Bristow your training at?Was thinking to train their at the start of my plans but it didnt workout at the time.How do you find the ground school and written exams?Been awhile since i'v been in school,hard to get back into the whole routine!!
Yeh things here are getting pretty bad,you would get sick listening to it every day,but good time to go on an adventure tho.
Good luck with the training.
How's things?Thanks for the offer of help,i'm sure i'll take you up on it from time to time while i work out how this system works
There seems to be a few of us in hillsboro too,maybe its in fashion or somethingHow are you finding florida?Is it Bristow your training at?Was thinking to train their at the start of my plans but it didnt workout at the time.How do you find the ground school and written exams?Been awhile since i'v been in school,hard to get back into the whole routine!!
Yeh things here are getting pretty bad,you would get sick listening to it every day,but good time to go on an adventure tho.
Good luck with the training.
Join Date: Mar 2009
Location: Frederick, MD
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Hillsboro Troutdale Campus
Hi there,
I've just applied for the CHPL training in Hillsboro and was told that currently it looks like I would go to the Troutdale Campus.
So I wanted to know if there's anybody around here, who knows something about that campus, has been there or even is there right now.
I've just applied for the CHPL training in Hillsboro and was told that currently it looks like I would go to the Troutdale Campus.
So I wanted to know if there's anybody around here, who knows something about that campus, has been there or even is there right now.
Join Date: Sep 2007
Location: Texas
Age: 45
Posts: 20
Likes: 0
Received 0 Likes
on
0 Posts
FlyingBasti,
The Troutdale campus is a bit more laid back and I think there is a bit more pattern space available as well out there than the Hillsboro campus.
The airspace isn't quite as busy as Hillsboro, but it does get windier out there than at Hillsboro. Lot's of pretty country right around there too.
The Troutdale campus is a bit more laid back and I think there is a bit more pattern space available as well out there than the Hillsboro campus.
The airspace isn't quite as busy as Hillsboro, but it does get windier out there than at Hillsboro. Lot's of pretty country right around there too.
the maneuver guide says: "lower carb heat halfway through final", to increase the power reserve when establishing a hover. It's pretty much the same thing that the carb heat assist in a B2 does anyways.
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
So you don't do that in B2's up there right? If so, explain why that's a concern in regards to power reserve. It's derated so that should not be an issue right?
it's not really a concern at sea level because of the derating - correct. It would be if you're landing at 4,000ft on a sunny day though. I didn't write the maneuver guide, but I think the purpose of this is habit formation.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
Jared,
you mentioned you do/did some heli training at Quantum.
Should I presume you have full carb all the way down to hover during summer in Arizona?
JL is right. I don't think it's class Delta either :-P Touch small for mid-sized bizjets.
You have PDX to the West, KTTD is below its TMA I think.
Definitely a plus for international students requiring fast-paced training.
Having patterns more easily available is big plus and less sore deriere sitting around 2-3hrs BEFORE actual preflight as most training slots at KHIO.
Not that flying off to Scappoose for some pattern bashing is bad (if missing out on heli pattern at KHIO), but too many times and you're paying for 'positioning' when you need to do pattern stuff.
Also, all the first solos, checkrides, CFI training etc get priority (and scheduled ahead) so there are times you'd get a chance to 'sit it out' only early morning or the last slot. IF I happen to go back to Hillsboro again, I'd rather be in Troutdale campus.
you mentioned you do/did some heli training at Quantum.
Should I presume you have full carb all the way down to hover during summer in Arizona?
JL is right. I don't think it's class Delta either :-P Touch small for mid-sized bizjets.
You have PDX to the West, KTTD is below its TMA I think.
Definitely a plus for international students requiring fast-paced training.
Having patterns more easily available is big plus and less sore deriere sitting around 2-3hrs BEFORE actual preflight as most training slots at KHIO.
Not that flying off to Scappoose for some pattern bashing is bad (if missing out on heli pattern at KHIO), but too many times and you're paying for 'positioning' when you need to do pattern stuff.
Also, all the first solos, checkrides, CFI training etc get priority (and scheduled ahead) so there are times you'd get a chance to 'sit it out' only early morning or the last slot. IF I happen to go back to Hillsboro again, I'd rather be in Troutdale campus.
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
Martin,
Yes, I train/trained at Quantum and when conditions are not conducive, carb heat is always down and locked.
I understand at higher elevations and so forth but I thought that it was derated enough to avoid this as well. I guess I'm still new to all of this! I'm not knocking your procedures or anything, I'm just trying to better understand things. I have an unusual mind and I'm not happy until I fully understand the "why" aspect of things!
Yes, I train/trained at Quantum and when conditions are not conducive, carb heat is always down and locked.
I understand at higher elevations and so forth but I thought that it was derated enough to avoid this as well. I guess I'm still new to all of this! I'm not knocking your procedures or anything, I'm just trying to better understand things. I have an unusual mind and I'm not happy until I fully understand the "why" aspect of things!
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
Normally we did pull the carb heat after getting to 500' AGL in the pattern, gages check again, yada yada, then after some distance (not that big, though) starting descent. That 'halfway through the final' is fairly long-ish time from pulling the lever, most of the height (pulling low MP) is gone.
Macu09, btw, having re-read my previous post, I can say that sorting TTD campus was inevitable in the grand scheme of things. Having mentioned Bristow Academy earlier, I can mention that they sorted their New Iberia, Louisiana campus (former Vortex, bought out) for M1 as well. Unfortunately, I didn't notice any price differences across the campuses.
Also, there is or about to be JAA testing centre in Arizona - closer to Hillsboro if you're keen to start on the theory - CATS (Cranfield Aviation) are expanding network of overseas or non-UK schools working in cooperation with them for the JAA theory - if they have authorised 'brush up' provider, you can leave the US with full JAA CPL or the hours and theory credits and just do LST back in Europe
Macu09, btw, having re-read my previous post, I can say that sorting TTD campus was inevitable in the grand scheme of things. Having mentioned Bristow Academy earlier, I can mention that they sorted their New Iberia, Louisiana campus (former Vortex, bought out) for M1 as well. Unfortunately, I didn't notice any price differences across the campuses.
Also, there is or about to be JAA testing centre in Arizona - closer to Hillsboro if you're keen to start on the theory - CATS (Cranfield Aviation) are expanding network of overseas or non-UK schools working in cooperation with them for the JAA theory - if they have authorised 'brush up' provider, you can leave the US with full JAA CPL or the hours and theory credits and just do LST back in Europe
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
Here is what I've been taught.
If temp is lower than 28C and Temp/DP spread is less than 11:
On the ground: pull full carb heat. If temp/DP is real close, do the same as it's likely to be required when at altitude or climbing to altitude(This is because your hand should not be removed from the collective until established).
In the air: continue to monitor and keep the needle out of the yellow while conditions are conducive.
*If at any time you reduce the power below 18" then you pull full carb heat regardless of gauge reading. (ie. descent to final)
If temp is lower than 28C and Temp/DP spread is less than 11:
On the ground: pull full carb heat. If temp/DP is real close, do the same as it's likely to be required when at altitude or climbing to altitude(This is because your hand should not be removed from the collective until established).
In the air: continue to monitor and keep the needle out of the yellow while conditions are conducive.
*If at any time you reduce the power below 18" then you pull full carb heat regardless of gauge reading. (ie. descent to final)
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
Yes, I train/trained at Quantum and when conditions are not conducive, carb heat is always down and locked.
If you have high OAT, it's not about 'carb icing conditions' but about collective fairly low/not pulling much according to MP. So risk of carburetor butterfly icing due to low dynamic pressure (=lower temp in throat)
EDIT: I don't think anybody's contradicting other's training.
Descent to final = having carb heat applied (and lowered for last 50-70ft alt, depending)
Last edited by MartinCh; 17th May 2009 at 22:40.
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
Yes, by down and locked i mean, not in use.
I might be a little confused with your last post. If you have a high OAT then conditions are not conducive to carb heat even if you have visible moisture.
Neither type of icing would occur with an OAT greater than 28C right?
I might be a little confused with your last post. If you have a high OAT then conditions are not conducive to carb heat even if you have visible moisture.
Neither type of icing would occur with an OAT greater than 28C right?
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
Uh. We're getting into technicalities. I haven't seen the heli theory for a while. I remember 'OR visible moisture'. I'm not blessed with loads of dosh and slaving a lot towards flying. Kinda protracted to put it mildly. I'm getting used to gliding patterns/circuits these days - need a flying fix, even if not choppers. Very straightforward checklist, no engine management. 'Speeding up on base and final for landing' :-P
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
Haha no worries. I guess my understanding of this was that 0C is freezing and 28C is the magic number. That means that if you had visible moisture but a temp of 29 then that's too much of a drop to reach freezing at the butterfly to cause icing.
I could be very wrong and my head is kind of going in circles now in preparation for my IFR checkride.
I could be very wrong and my head is kind of going in circles now in preparation for my IFR checkride.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
http://atsb.gov.au/pdfs/carb_icing.pdf
quick googling for a pic.
Just to show you graphically that 0deg C isn't bottom boundary and it's also about 'visible moisture' or relative humidity if wanting to be nit-picking.
If you have high humidity, you could still get carb icing above 28C.
Pilot's Handbook of A. Knowledge mentions 20-70F which works out as -7 to 21C.
That'll be the main range to watch out for. I think the dew point spread you mention would be applicable to situations with higher temp but also humidity.
quick googling for a pic.
Just to show you graphically that 0deg C isn't bottom boundary and it's also about 'visible moisture' or relative humidity if wanting to be nit-picking.
If you have high humidity, you could still get carb icing above 28C.
Pilot's Handbook of A. Knowledge mentions 20-70F which works out as -7 to 21C.
That'll be the main range to watch out for. I think the dew point spread you mention would be applicable to situations with higher temp but also humidity.
Join Date: Aug 2007
Location: Las Vegas, NV
Age: 39
Posts: 70
Likes: 0
Received 0 Likes
on
0 Posts
Ahh yes, now I remember the 20-70 rule. I can't think right now as I'm trying to plan an IFR flight plan. I'll come back to this later and post. Thanks for the info.
Join Date: Aug 2003
Location: Sale, Australia
Age: 80
Posts: 3,832
Likes: 0
Received 0 Likes
on
0 Posts
Ouch!!!
From Aviation International News today
FAA Wants $580K Penalty from Hillsboro Aviation
The FAA is seeking a civil penalty of $580,000 from Hillsboro Aviation of Hillsboro, Ore., “for allegedly performing improper repairs, deliberately falsifying maintenance records and operating a helicopter in a reckless manner.” The proposed penalty amount is lower than it could have been, according to the FAA, because Hillsboro’s general manager “upon learning of the intentional falsifications, immediately terminated all personnel involved with these or any other possible deceptive practices, including the director of maintenance, and ordered a complete conformity inspection of all [Hillsboro] aircraft.” The FAA’s allegations include non-authorized persons performing required maintenance, non-compliance with required inspections, operating without required equipment, falsification of an Airworthiness Directive compliance record, and a pilot flying a Hillsboro helicopter under a bridge. “We acknowledge that there were some isolated events which occurred in 2008,” said a Hillsboro statement. But as soon as he became aware of the problems, company president and owner Max Lyons notified the FAA, suspended all flight operations, did conformity checks on the entire fleet, fired all the employees responsible for the events, instituted new policies and procedures and implemented a safety management system. “The FAA told us the actions we took to address these events went above and beyond its expectations,” he said.
The FAA is seeking a civil penalty of $580,000 from Hillsboro Aviation of Hillsboro, Ore., “for allegedly performing improper repairs, deliberately falsifying maintenance records and operating a helicopter in a reckless manner.” The proposed penalty amount is lower than it could have been, according to the FAA, because Hillsboro’s general manager “upon learning of the intentional falsifications, immediately terminated all personnel involved with these or any other possible deceptive practices, including the director of maintenance, and ordered a complete conformity inspection of all [Hillsboro] aircraft.” The FAA’s allegations include non-authorized persons performing required maintenance, non-compliance with required inspections, operating without required equipment, falsification of an Airworthiness Directive compliance record, and a pilot flying a Hillsboro helicopter under a bridge. “We acknowledge that there were some isolated events which occurred in 2008,” said a Hillsboro statement. But as soon as he became aware of the problems, company president and owner Max Lyons notified the FAA, suspended all flight operations, did conformity checks on the entire fleet, fired all the employees responsible for the events, instituted new policies and procedures and implemented a safety management system. “The FAA told us the actions we took to address these events went above and beyond its expectations,” he said.
